Flight Safety Information June 15, 2010 - No. 117 In This Issue Control Issues in Libya Crash Delta flight's emergency landing in Louisville due to burning odor Pilots sneak on runway for late-night car thrill BA details phase-out of mainline 757-200 fleet NTSB: Witnesses saw helicopter break up in midair Boeing 747-8 gets initial flight-worthiness OK from FAA TECH: Local firm hunts dangerous debris on runways CAE FLIGHTSCAPE USERS CONFERENCE FAA under pressure to open US skies to drones Graduate Degree Survey Have You Tried Advertising in FSI ? ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Control Issues in Libya Crash Pilots Were Disoriented; Jet Appeared to Be Working Properly, Officials Say By ANDY PASZTOR And DANIEL MICHAELS Disoriented pilots who failed to follow basic safety procedures are believed to have caused last month's crash of a Libyan airliner that killed 103 people, according to people familiar with the investigation. Preliminary data gathered by an international team of investigators, these people said, indicate the pilots lost control of the Afriqiyah Airways Airbus A330 after breaking off their landing approach to Tripoli and starting to climb away from the airport. The accident, at the end of a flight from Johannesburg, is prompting Airbus to step up efforts to devise foolproof automated ground-collision avoidance systems, these people said. The enhanced safeguards are specifically intended to prevent the kinds of mistakes that apparently occurred in Tripoli, in which confused pilots got out of sync with the plane's computerized controls and ended up flying an apparently functioning commercial jet into the ground. Such ground-collision avoidance systems are likely to take years to perfect and install on new Airbus models, and they still must overcome skepticism from many pilots and regulators. But the work under way highlights Airbus's efforts to develop cockpit-automation features designed to take control of aircraft as a last resort to keep them from flying into obstacles when pilots lose control or lack awareness of their location. Pilots depend heavily on autopilots and flight-control systems to climb, navigate and land planes, and they also rely on automation to issue warnings about obstacles and other hazards. Airbus increasingly is looking at how computer systems could instantly seize control when pilots ignore audible or visual cockpit warnings. Creating a fail-safe solution is challenging because, to avoid nuisance warnings, some existing safety systems and devices are designed to turn off just before an airplane prepares to land. By linking existing onboard crash-prevention devices with other advanced cockpit instruments, the goal is to have computers actually carry out evasive maneuvers if pilots fail to respond to automated warnings. In the wake of the Sept. 11, 2001, terrorist attacks, Airbus engineers devised a system to take control of jetliners to keep hijackers from using them as weapons, by preventing the planes from flying into buildings, for example. But the systems were never deployed. Pilot Questions Some recent jetliner crashes involving loss of control or accidental impact under pilot control - A Polish air force Tupolev 154 crashed during an attempted landing at a military airfield in Smolensk, Russia, on April 10, 2010. All 96 people aboard, including Poland's president, died. - An Ethiopian Airlines Boeing 737 caught fire and crashed into the Mediterranean shortly after takeoff from Beirut on Jan. 25, 2010. All 90 people aboard died. - A Yemenia Airways Airbus A310 crashed into the Indian Ocean on approach to the Comoran capital, Moroni, on June 30, 2009. All but one of the 153 people aboard were killed. - An Air France Airbus A330 en route from Rio de Janeiro to Paris crashed into the Atlantic Ocean on June 1, 2009. All 228 people aboard the plane died. - A Turkish Airlines Boeing 737 crashed short of a runway at Amsterdam's Schiphol Airport on Feb. 25, 2009. Nine of the 135 people aboard were killed. - A Kenya Airways Boeing 737 crashed in southern Cameroon shortly after takeoff from Douala on May 5, 2007. All 114 people aboard were killed. WSJ reporting Airbus is installing onboard crash-prevention protection on its superjumbo A380 models, but those systems are aimed only at preventing midair collisions if pilots fail to follow automated warnings to change altitude. The latest Airbus development would represent a nearly foolproof way to prevent crashes caused by pilots getting confused or losing track of their position-rather than those caused by mechanical or other equipment malfunctions. Airbus's effort to take automation to a new level contrasts with rival Boeing Co.'s continuing focus on pilot judgment and a pilot's option to disregard or override automated commands in all circumstances. When Afriqiyah Flight 771 crashed on May 12 in good weather and daylight less than a mile from the airport, the only survivor was a 9-year-old Dutch boy. Information from the plane's flight-data recorders has been downloaded by investigators, though the results haven't been made public. The pilots didn't report any problems to air-traffic controllers during the approach, Libyan officials have said. It is too early to draw definitive conclusions, but Libyan investigators and Airbus officials say they believe the wide-body jet was working properly. A statement released by Libya last month said there was "no sign indicating a technical failure." A spokesman for Airbus, a unit of European Aeronautic Defence & Space Co., said the company on Friday sent update notices about the investigation to all operators of A330s, but declined to give details. A person familiar with the communication said it told airlines that investigators' analysis indicates the crashed plane, which was only nine months old, had no system malfunctions, still had sufficient fuel going to its engines, and didn't suffer a fire before impact. When the jet was at roughly 1,000 feet in altitude and about a minute from touching down, according to people familiar with the details, the pilots reacted to some type of ground-proximity warning. The co-pilot, who was flying, increased power quickly and pulled up the nose of the plane, typically the correct steps to initiate a so-called go-around. But since there weren't many passengers aboard and the jet had relatively little fuel, it accelerated rapidly. The captain, according to people familiar with the sequence of events, may have been looking at charts or was distracted by something else. At that point, the co-pilot apparently believed the Airbus A330 was climbing at a dangerously steep angle and pushed the nose down, quickly losing control of the plane. The captain subsequently tried to yank the nose up again when he heard more collision warnings, but the big plane was too close to the ground for such maneuvers, these people said. That scenario is consistent with the widely scattered, small pieces of wreckage found at the site. In recent years, so-called loss of control accidents-usually prompted by confusion involving computer controls-have become the No. 1 killer in commercial aviation world-wide. Too many pilots "are getting tied up in knots in their automation," Bill Voss, head of the Flight Safety Foundation, told an industry conference in Tucson last month. Sometimes, pilots get distracted and pay less attention to basic flight rules while grappling with complex computer programs. In other instances, crashes have been caused by crews simply failing to understand what computers were commanding the plane to do. Considering the early data from the Libyan crash, Mr. Voss told the participants, "You have to start wondering what happened" with the plane's computers. John Cox, a former U.S. airline pilot who now consults on safety matters, said the airline industry isn't paying enough attention to training aimed at preventing "low-speed, loss-of-control accidents close to the ground." The lessons from such crashes, he told the same industry conference, "aren't being learned; we're not adequately addressing this." In the U.S., aviation regulators, pilot unions and safety experts are engaged in a debate over how to update simulator training to better prepare pilots to deal with aerodynamic stalls and related emergencies. In principle, the broader collision-avoidance system that Airbus is currently focused on would have prevented the pilots of a Polish air force jetliner carrying senior government officials, including the president and his wife, from crashing their Tupolev 154 during an attempted landing in bad weather at a military airfield in Smolensk, Russia, in April. The cockpit crew ignored repeated automated warnings that the plane was too close to the ground. All 96 people aboard were killed. According to its proponents, the Airbus system also could have prevented several other fatal crashes in recent years that stemmed from pilots losing control of their aircraft. The pilots of an Air France plane that crashed in the Atlantic Ocean on a flight from Rio de Janeiro to Paris a year ago may have been overwhelmed by alarms in the cockpit and become disoriented amid stormy weather and strong turbulence, experts say. All 228 people aboard the plane died. Although the plane's data recorders haven't been recovered, automated maintenance messages sent by the Airbus A330 moments before it disappeared indicate that its speed sensors malfunctioned and the plane suffered a cascading series of system failures. But those problems, by themselves, shouldn't have caused the jet to crash. Other planes have faced similar malfunctions and emerged without incident. The crash of a Yemenia Airways jetliner just weeks after the Air France crash also appears to have resulted from pilot disorientation. Pilots of the Airbus A310 were on approach to Moroni, Comoros, at night amid heavy winds and apparently hadn't adequately prepared for the landing, according to investigators. The plane crashed in the Indian Ocean, killing all but one of the 153 people aboard. A similar accident occurred in May 2006, when an Armenian Armavia flight was approaching the airport in Sochi, Russia, over the Black Sea in bad weather. After lengthy discussions with the control tower about whether to attempt a landing, the crew approached the airport, but at the final moment decided not to land on that try. The pilot became disoriented during the climb and pointed the Airbus A320 downward, investigators said. It crashed, killing all 113 people aboard. Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Delta flight's emergency landing in Louisville due to burning odor A Delta airlines flight destined for Atlanta had to make an emergency landing Sunday night at Louisville International Airport because of a burning smell in the plane, said Anthony Black, a Delta spokesman. Flight 1620 took off from Minneapolis about 6 p.m. but had to be diverted to Louisville because some type of fluid leaked from the auxiliary power unit -- a secondary power source for the plane -- causing a "burned oil" smell to fill the fuselage, Black said. He said the plane landed safely in Louisville about 8:45 p.m., no one was injured and there were no reports of fumes causing problems among the 141 passengers. Passengers were delayed almost five hours as maintenance crews inspected the plane after it landed, and Black said the passengers and crew eventually had to use another plane to continue on to Atlanta. He said the flight was never in danger of engine failure because of the fluid leak and the plane was cleared for other flights. http://www.courier-journal.com/ Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Pilots sneak on runway for late-night car thrill Two pilots used their airside security passes to sneak onto Queenstown Airport runway in the middle of the night to race a car. The men were seen by contractors, working overnight on the runway, and were also recorded by security cameras as they drove the car down the main strip. The pilots put the lives of passengers and maintenance contractors at risk, said the airport corporation's chief executive, Steve Sanderson. They were banned from all airport land for two years. The scenic flight pilots drove a car across the airport apron and down the main runway on Sunday, May 9, about midnight. "They put people's lives at risk and abused their access privileges," Mr Sanderson said. They had used their airside access passes, "given with position, trust and status". Queenstown police investigated, but criminal charges were not pursued. Mr Sanderson said the airport would not take any further action. He understood the two pilots accepted the trespass notices and were not seeking to challenge the decision. They had said they were not intoxicated. Mr Sanderson declined to reveal their names, ages, or the company they worked for. He said the car could have left foreign-object debris on the runway. While airport firefighters conducted a full survey of the apron and runway each morning, undetected debris could have "serious consequences" for aviation safety, he said. A metal strip on a runway was blamed by investigators as the cause of the Air France Concorde crash in July 2000. The jet took off in flames from Charles de Gaulle Airport in Paris and crashed soon afterwards, killing 113 people. Mr Sanderson said the security gate the pilots used at Queenstown was now closed and locked. Airside gate access was being reviewed. Personnel would have to enter go through a single secure gate. Talks were under way for it to be staffed by Aviation Security during airport opening hours, Mr Sanderson said. "The key issue for us is, Queenstown Airport is no longer a regional airport. It's gone through the threshold of becoming international, with high passenger numbers and high revenue, and security is paramount." Civil Aviation Authority spokesman Bill Sommer said yesterday that the incident had been reported as a security and not an operational matter. "We assigned a security investigator and he received reports from the aircraft operator and the investigation conducted by the airport company. "He was satisfied with the investigation and the action was appropriate and the case was closed." http://www.nzherald.co.nz Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ BA details phase-out of mainline 757-200 fleet British Airways will phase out the first five of its 11 remaining mainline Boeing 757-200s in the current financial year. It lists these five aircraft as non-current assets for sale, for a total of £30 million ($44 million), in its annual report. BA stated last year that it planned to sell the 11 aircraft for conversion into freighters, although it has not identified the buyer. Sale of the remaining six 757s "has been agreed", it adds, and these will leave the fleet over a 12-month period from 1 April 2011. Source: Air Transport Intelligence news Back to Top [http://r20.rs6.net/tn.jsp?et=1103480252040&s=6053&e=001nf_vYfw8Nh2RfhH1_WmTlXeKIG7l6s0KkSL9R8oEupBmGf10hUT84yVkuTNMZyzLhTozd-cT-dj9uPxa91KS2z6H41fZSINs] ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ NTSB: Witnesses saw helicopter break up in midair 06/14/2010 Associated Press The National Transportation Safety Board says the crash of an air medical helicopter near Dallas occurred after its tail and rotor systems separated from the fuselage in midair. The preliminary NTSB report cites witnesses who reported seeing the components separate from the CareFlite helicopter while it was cruising at 600 feet. The Bell 222U crashed in a field in Midlothian during a maintenance run June 2. Both the pilot and mechanic on board were killed. The three-paragraph report says the rotor system hit the ground 200 feet from the main wreckage, while the tail landed 400 feet away. The report was posted on the NTSB website Friday. A CareFlite spokeswoman declined to comment. http://www.dallasnews.com/ Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Boeing 747-8 gets initial flight-worthiness OK from FAA Boeing announced Monday that its newest 747 jumbo jet has successfully completed the initial flight-worthiness phase of flight testing. On Friday, the Federal Aviation Administration (FAA) gave Boeing expanded type inspection authorization, a formal milestone that allows FAA personnel to fly on board future test flights along with Boeing technicians who will collect required data. After the new 747-8 model's first flight in February, Boeing test pilots flew test flights of this largest version of the iconic humped wide-body airplane out of Moses Lake in central Washington. In April, Boeing began shifting the base of operations for 747-8 flight tests to Palmdale, Calif. Two of the three test planes are now in California. Mo Yahyavi, vice president and general manager for the 747 program, said the airplane is performing well in flight tests. Despite recent doubts in the industry that flight tests will be completed in time, the first delivery of a 747-8 freighter jet is still set for the fourth quarter of this year. Boeing also said Monday that it has begun assembling the fuselage of the first 747-8 passenger version. So far, the company has 109 firm orders for the 747-8 - 76 for the freighter version and 33 for the passenger version. http://seattletimes.nwsource.com/ [http://r20.rs6.net/tn.jsp?et=1103480252040&s=6053&e=001nf_vYfw8Nh0wm2hMfuS6chYbohGqo-NsFh7tjAzguRYgf90rODB6OZUK47mecirM-6XG8Hhj5bEo3_OSSDkrgpLh0Coe9dvWg3cDkITDhtLl5_1iseCoRsdhcl1WsIfyc0UQLFnZTHi6KVLXA6RgfoleEtz-nFjsK7MGnME_cZWSobS_5HBRhSLvbjHXm0kM] Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ TECH: Local firm hunts dangerous debris on runways Carlsbad airport scene of safety testing CARLSBAD ---- Stumble over a rock or a piece of junk on the sidewalk, and you might fall. But if an aircraft hits such debris, the consequences can be far more serious ---- the 2000 fatal crash of the supersonic Concorde jet in Paris was blamed on metal lying on a runway. So airport employees regularly inspect the runways to make sure they're clear of such debris. San Diego-based Trex Enterprises Corp. says it offers a better way than the human eye to find and remove this dangerous junk. They've adapted a military technology that uses millimeter-length radio waves to identify what the aviation industry calls "foreign object debris," and then remove it. Trex is testing its system at McClellan-Palomar Airport. This week, officials from the Federal Aviation Administration dropped by to see the system in action. By tracking and removing debris that can damage aircraft, Trex's system can improve safety and lower aircraft insurance rates, said Grant Bishop, chief operations officer of Trex Aviation Corp., a subsidiary of the company. Called FOD Finder, the truck-mounted system not only locates the debris, but also vacuums it up, Bishop said. The waves have one-tenth the energy of a cell phone's radiation, he said. The military uses this technology to detect such obstacles as wires in the air that could entangle helicopters, said Bishop, a former commander of the U.S. Air Force's 4th Fighter Squadron. Bishop flew F-16s and served in Operation Iraqi Freedom in 2003. On the ground, the debris threatening aircraft can be just about anything ---- lost tools, pavement fragments, gas caps or broken aircraft parts. For example, the Concorde passenger jet crash, which killed all 109 people on board, was caused by a metal strip that had fallen from another aircraft, according to a French investigation. Willie Vasquez, manager of Palomar Airport, said he's impressed with what he has seen of Trex's system. Large airports such as Los Angeles International Airport are most in need of improved debris detection, he said. "They (LAX) probably do 10 inspections a day," Vasquez said. "Right now, it's all done by the human eye, and these guys don't have a lot of time in between all the flights. But this thing doesn't get tired. It doesn't matter whether it's day or night." Trex has been testing its system at Palomar Airport for months before the FAA visit this week to verify its accuracy, Bishop said. The airport is convenient and logistically easier to work from than the far-busier San Diego International Airport. Meanwhile, McClellan-Palomar is completing major upgrades visible to anyone who hasn't been to the airport recently. These include a new building housing a gate for a startup service, California Pacific Airlines, preparing to begin operations as early as November. Vasquez said he's showing the airport's upgrades to other potential customers. On Tuesday morning, for example, he hosted a visit from Frontier Airlines. Improved safety from Trex's system, which costs $400,000, can make the airport even more desirable, Bishop said. If Palomar Airport buys it, "they're going to have one of the most advanced systems out here, saving people money and keeping them safe." The FAA is testing three other types of detection systems, but Trex's is the only one made in the United States, Bishop said. The others are made by companies in Britain, Israel and Singapore. Edwin E. Herricks, leader of the FAA's performance assessment, said the others are based in fixed locations, at a tower, and scan the runways from the tower. Trex's FOD Finder is the only mobile system being tested. The agency's assessment should be done by the fall, said Herricks, coordinator of airport safety management at the Center for Excellence for Airport Technology at the University of Illinois at Urbana-Champaign. Airports can then decide which debris-detection system to buy. The agency has left the decision up to each airport. Trex also makes fixed-base and transportable FOD detectors, Bishop said. The transportable system is similar to the fixed system, but can be moved from one location to another. Airports aren't being told which system to choose, Bishop said, but the FAA has a "buy-American" policy, including financial incentives. Contact Trex Enterprises at www.trexenterprises.com or call 858-646-5553. Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ CAE FLIGHTSCAPE USERS CONFERENCE July 13-15, 2010 Hilton Lac-Leamy Gatineau-Ottawa, Canada Click Here for Updated Agenda Click Hereto see a list of organizations attending Register for the conference at http://www.flightscape.com/about/conferences.php No registration fee to attend the Conference and you do not need to be a CAE Flightscape User to attend Book your Hotel online by clicking here Hilton Phone: +1-819-790-6444 Hilton Fax: +1-819-790-6408 (Toll Free: +1-866-488-7888) Note: There is a special rate for the conference but space is limited For more information, please contact: grace.do@flightscape.com [mailto:grace.do@flightscape.com] +1 613 225 0070 Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ FAA under pressure to open US skies to drones WASHINGTON (AP) - Unmanned aircraft have proved their usefulness and reliability in the war zones of Afghanistan and Iraq. Now the pressure's on to allow them in the skies over the United States. The Federal Aviation Administration has been asked to issue flying rights for a range of pilotless planes to carry out civilian and law-enforcement functions but has been hesitant to act. Officials are worried that they might plow into airliners, cargo planes and corporate jets that zoom around at high altitudes, or helicopters and hot air balloons that fly as low as a few hundred feet off the ground. On top of that, these pilotless aircraft come in a variety of sizes. Some are as big as a small airliner, others the size of a backpack. The tiniest are small enough to fly through a house window. The obvious risks have not deterred the civilian demand for pilotless planes. Tornado researchers want to send them into storms to gather data. Energy companies want to use them to monitor pipelines. State police hope to send them up to capture images of speeding cars' license plates. Local police envision using them to track fleeing suspects. Like many robots, the planes have advantages over humans for jobs that are dirty, dangerous or dull. And the planes often cost less than piloted aircraft and can stay aloft far longer. "There is a tremendous pressure and need to fly unmanned aircraft in (civilian) airspace," Hank Krakowski, FAA's head of air traffic operations, told European aviation officials recently. "We are having constant conversations and discussions, particularly with the Department of Defense and the Department of Homeland Security, to figure out how we can do this safely with all these different sizes of vehicles." There are two types of unmanned planes: Drones, which are automated planes programmed to fly a particular mission, and aircraft that are remotely controlled by someone on the ground, sometimes from thousands of miles away. Last year, the FAA promised defense officials it would have a plan this year. The agency, which has worked on this issue since 2006, has reams of safety regulations that govern every aspect of civilian aviation but is just beginning to write regulations for unmanned aircraft. "I think industry and some of the operators are frustrated that we're not moving fast enough, but safety is first," Krakowski said in an interview. "This isn't Afghanistan. This isn't Iraq. This is a part of the world that has a lot of light airplanes flying around, a lot of business jets." One major concern is the prospect of lost communication between unmanned aircraft and the operators who remotely control them. Another is a lack of firm separation of aircraft at lower altitudes, away from major cities and airports. Planes entering these areas are not required to have collision warning systems or even transponders. Simply being able to see another plane and take action is the chief means of preventing accidents. The Predator B, already in use for border patrol, can fly for 20 hours without refueling, compared with a helicopter's average flight time of just over two hours. Homeland Security wants to expand their use along the borders of Mexico and Canada, and along coastlines for spotting smugglers of drugs and illegal aliens. The Coast Guard wants to use them for search and rescue. The National Transportation Safety Board held a forum in 2008 on safety concerns associated with pilotless aircraft after a Predator crashed in Arizona. The board concluded the ground operator remotely controlling the plane had inadvertently cut off the plane's fuel. Texas officials, including Gov. Rick Perry, Sens. Kay Bailey Hutchison and John Cornyn, and Rep. Henry Cuellar, have been leaning on the FAA to approve requests to use unmanned aircraft along the Texas-Mexico border. Homeland Security Secretary Janet Napolitano has told lawmakers that safety concerns are behind the delays. Cornyn is blocking a Senate confirmation vote on President Barack Obama's nominee for the No. 2 FAA job, Michael Huerta, to keep the pressure on. Other lawmakers want an overall plan to speed up use of the planes beyond the border. A bill approved by the Senate gives FAA a year to come up with a plan; a House version extends the deadline until Sept. 30, 2013, but directs the transportation secretary to give unmanned aircraft permission to fly before the plan is complete, if that can be done safely. Marion Blakey, a former FAA administrator and president of the Aerospace Industries Association, whose members include unmanned aircraft developers, said the agency has been granting approvals on a case by case basis but the pace is picking up. Some concerns will be alleviated when the FAA moves from a radar-based air traffic control system to one based on GPS technology. Then, every aircraft will be able to advise controllers and other aircraft of their location continually. However, that's a decade off. Michael Barr, a University of Southern California aviation safety instructor, said the matter should not be rushed. "All it takes is one catastrophe," Barr said. "They'll investigate, find they didn't do it correctly, there'll be an outcry and it will set them back years." --- Online: Federal Aviation Administration http://www.faa.gov Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Graduate Degree Survey: Airline Overbooking Policy Survey I am currently trying to gather survey data for my graduate research project at Embry Riddle Aeronautical University. I would appreciate it if you could take the time to fill out a short survey to assist in my data collection (URL below). The survey is only 7 questions long. Thank you in advance for your time and assistance in taking this survey. http://www.surveymonkey.com/s/WHV7TPJ Christopher Rupp Back to Top ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC